Results
2019-03-18: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A318-111, -112, -121, and -122 airplanes; Model A319- 111, -112, -113, -114, -115, -131, -132, and -133 airplanes; and Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes. This AD was prompted by reports of cracks that were found after improperly performed magnetic particle inspections of the main landing gear (MLG) sliding tubes were done. This AD requires repetitive general visual inspections of the affected MLG sliding tubes for cracks and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
97-01-02: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 525 airplanes. This action requires repetitively inspecting the main landing gear (MLG) trunnion pins for proper installation, and either immediately or eventually replacing the existing dry-film lubricated MLG trunnion slot bearings with sealed and self-lubricating bearings. This AD results from an incident where the left MLG collapsed during the landing roll even though the cockpit indications showed that the MLG was in the normal down and locked position. Loss of dry-film lubricant on the MLG trunnion bearings caused this incident. The actions specified by this AD are intended to prevent MLG collapse caused by trunnion bearing failure, which could result in loss of control of the airplane during landing operations.
81-19-02: 81-19-02 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4208. Applies to all Model 204 and 205 series helicopters certified in all categories (Airworthiness Docket No. 81-ASW-40). To prevent possible failure of main rotor yoke Part Number 204-011-102 (all dash numbers), accomplish the following: a. Unless Bell Helicopter Textron Alert Service Bulletin No. 204-81-11 or 205-81-16, as applicable, has previously been complied with, within 10 days after the effective date of this Airworthiness Directive: (1) Create a component history card for yoke Part Number 204-011-102 (all dash numbers). (2) Record the operating time accumulated on the yoke. If the previous operating time cannot be determined, enter 2,400 hours. (3) Retire yokes with more than 3,300 hours' time on the compliance date of this AD prior to obtaining an additional 300 hours. (4) Retire yokes with less than 3,300 hours' time on the compliance date of the AD on or before attaining 3,600 hours. b. The 3,600-hour life shall continue in effect on all Part Number 204-011-102 yokes. c. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. d. In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. This amendment becomes effective September 30, 1981.
2007-05-07: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 Mark 0070 and 0100 airplanes. This AD requires inspecting the carbon-fiber reinforced plastic main landing gear (MLG) door to determine whether certain part numbers are installed. For airplanes having certain doors, this AD requires inspecting the MLG outboard door for cracks, play, and loose sealant/bolts/nuts, and related investigative and corrective actions if necessary. This AD also requires, for airplanes having certain doors, modifying the rod bracket attachment of the MLG outboard door. This AD results from a report of a rod bracket of the MLG door detaching during flight. We are issuing this AD to detect and correct cracks in the rod bracket attachment bolts, which could result in the rod brackets detaching from the MLG door and blocking the proper functioning of the MLG.
2000-20-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 and A300-600 series airplanes, that requires a high frequency eddy current (HFEC) inspection to detect cracking of the rear fittings of fuselage frame FR40 at stringer 27, and repetitive inspections or repair, as applicable. In lieu of accomplishing the repetitive inspections, this amendment requires a modification that would allow the inspection to be deferred for a certain period of time. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the rear fittings of fuselage frame FR40 at stringer 27, which could result in reduced structural integrity of the airplane.
2019-03-13: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G150 airplanes. This AD was prompted by reports of corrosion in the solder joints of the upper and lower front relay box connectors to the printed circuit board. This AD requires replacement of the existing relay boxes with modified boxes. We are issuing this AD to address the unsafe condition on these products.
77-13-08: 77-13-08 BEECH: Amendment 39-2933. Applies to Models 58P and 58PA (Serial Numbers TJ-2 thru TJ-117), 58TC and 58TCA (Serial Numbers TK-1 thru TK-63) airplanes certificated in all categories. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo assure structural integrity of the right and left truss tube assemblies in both the right and left engine nacelles, accomplish the following: \n\n\tA)\tOn Models 58P and 58PA (S/Ns TJ-2 thru TJ-99), 58TC and 58TCA (S/Ns TK-1 thru TK-54) airplanes that do not have Beech Kit No. 102-9001-1S installed, prior to the next flight (unless previously accomplished in accordance with Beechcraft mailgram dated February 17, 1977) and at each 50 hours' time in service interval thereafter, until Beech Kit No. 102-9001- 1S is installed: \n\n\t\t1.\tPursuant to Beechcraft Service Instructions No. 0903 or later approved revisions accomplish the following: \n\n\t\t\ta.\tReferring to Figure 1 of this AD dye penetrant inspect the right truss tubeassembly in both right and left engine nacelles for cracks which initiate from the two rivet holes attaching the turbocharger air intercooler mounting brackets; and \n\n\t\t\tb.\tReplace any cracked right truss tube assembly prior to the next flight. \n\n\t\t2.\tPursuant to Beechcraft Service Instructions No. 0903 or later approved revisions accomplish the following: \n\n\t\t\ta.\tReferring to Figure 1 of this AD visually inspect the left truss tube assembly in both right and left engine nacelles for chafing: \n\n\t\t\tb.\tDye penetrant said part for cracks; and \n\n\t\t\tc.\tReplace any cracked left truss tube assembly and repair or replace any chafed left truss tube assembly prior to the next flight. \n\n\tB)\tOn Models and serial numbers listed in Paragraph A of this AD that have Beech Kit No. 102-9001-1S installed and on Models 58P and 58PA (S/Ns TJ-100 thru TJ-117), 58TC and 58TCA (S/Ns TK-55 thru TK-63) airplanes, within the next 100 hours' time in service after the effective date of this AD, or within 100 hours' time in service after the last similar inspection accomplished in accordance with Beechcraft Service Instructions No. 0903, whichever occurs first, and at each 100 hours' time in service interval thereafter: \n\n\t\t1.\tPursuant to Beechcraft Service Instructions No. 0903 or later approved revisions: \n\n\t\t\ta.\tRemove cowlings from right and left engines; \n\n\t\t\tb.\tReferring to Figure 1 of this AD visually inspect the right and left truss tube assemblies in both right and left nacelles for cracks, chafing or other signs of structural weakening. Dye penetrant inspect right and left truss tube assemblies for cracks if chafing or other signs of structural weakening are detected by the visual inspection. \n\n\t\t\tc.\tReplace any cracked truss tube assembly prior to the next flight. \n\n\tC)\tWhen Beech P/Ns 102-910026-113 and -115 truss tube assemblies which have .072 inch thick walls are installed in the right and left engine nacelles the requirements of this AD no longer apply. Truss tube assemblies used prior to these improved assemblies had .035 inch thick walls. \n\n\tNOTE: The manufacturer has advised that the P/N 102-910026-113 and -115 truss tube assemblies will not be available until approximately September 1, 1977. \n\n\tD)\tThe intervals for repetitive inspections set forth in this AD may be adjusted up as much as 10% where required to fit user's maintenance cycles. No adjustment is allowed for the initial "prior to the next flight" inspection. \n\n\tE)\tAircraft may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished, after coordination with the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tF)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective July 1, 1977, to all persons except those to whom it has already been made effective by air mail letter from the FAA dated June 7, 1977.
95-24-13: This action makes a correction to Airworthiness Directive (AD) 95-24-13 concerning Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream Series 200, and Jetstream Models 3101 and 3201 airplanes, which published in the Federal Register on December 22, 1995 (60 FR 246). That publication incorrectly references the number of aileron mounting spigot nut assemblies to be replaced on the wings of the airplanes. The AD currently requires "replacing the securing nut assemblies and split pins with new special nut assemblies (Part No. SL5022 (Qty. 2))". The intent of the AD is to require replacement of 2 special aileron mounting spigot nut assemblies on each wing, for a total of 4 nut assemblies. The Final Rule AD did not specify "each wing", and mentioned that only 2 nut assemblies are required, instead of 4 nut assemblies. This action corrects the AD to reflect this change.
2007-05-14: The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2 series turbofan engines. This AD requires replacing certain installed part number (P/N) and serial number (SN) cast titanium weld- repaired forward engine mount platforms and cast titanium forward mount yokes, with a forged titanium or a non-welded cast titanium part. This AD results from the discovery of cracks, in a weld-repaired area on a forward engine mount platform and a forward engine mount yoke, found during a fluorescent penetrant inspection (FPI). These parts were weld- repaired during manufacture. We are issuing this AD to prevent cracks in the forward engine mount platform and forward engine mount yoke that could result in possible separation of the engine from the airplane.
2007-05-04: The FAA adopts a new airworthiness directive (AD) for certain Mooney Airplane Company, Inc., Models M20M and M20R airplanes. This AD requires you to remove the upper left and upper right engine mount attaching hardware, cut out and remove the upholstery and insulation between the fuselage tubular frame and the firewall, and replace the upper left and upper right engine mount attaching hardware with the new parts kit. This AD results from failure of the engine mount attaching hardware to maintain torque as a result of firewall insulation and upholstery being compressed between the fuselage tubular frame and the firewall at the upper left and upper right engine mount attach points. We are issuing this AD to prevent the upper right and upper left engine mounting hardware from losing torque, which could result in a reduction in engine mount load carrying capability and could lead to engine mount failure.
2019-03-17: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes; Model A319 series airplanes; Model A320 series airplanes; and Model A321 series airplanes. This AD was prompted by a revision of an airworthiness limitation item (ALI) document, which requires more restrictive maintenance requirements and airworthiness limitations. This AD requires revising the operator's maintenance or inspection program, as applicable, to incorporate new maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2007-05-11: The FAA is superseding two existing airworthiness directives (ADs), that apply to certain Bombardier Model CL-600-2B16 (CL-604) airplanes and Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. These models may be referred to by their marketing designations as RJ100, RJ200, RJ440, CRJ100, CRJ200, CRJ440, and CL-65. One existing AD requires replacing the horizontal stabilizer trim control unit (HSTCU) with a new HSTCU. The other existing AD requires revising the airplane flight manual (AFM) to advise the flightcrew of procedures to follow in the event of stabilizer trim runaway, and in the event of MACH TRIM, STAB TRIM, and horizontal stabilizer trim malfunctions; and revising the AFM to require a review of the location of certain circuit breakers. That AD also requires doing a functional check of the stabilizer trim system and installing circuit breaker identification collars, and provides an optional terminating action. This new AD requires the previously optional terminating action and requires further revisions to the AFM. This AD also requires the removal of certain AFM revisions. This AD results from reports of trim problems including uncommanded trim, trim in the opposite direction to that selected, loss of trim position indication and, in one case, potential loss of trim disconnect capability. We are issuing this AD to prevent these events, which could result in conditions that vary from reduced controllability of the airplane to loss of control of the airplane.
2007-05-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as follows: On 23 November 2006, Emergency Airworthiness Directive 2006- 0351-E was published requiring an inspection to be performed on C- 212 aeroplanes having been used for Maritime Patrol or other similar low altitude operations, due to the fact that, after initial examination of the evidences of a recent C-212 Maritime Patrol aircraft accident, cracks had been found in the centre wing lower skin at STA Y=1030. At the time of the accident, the aircraft had accumulated 17,000 flight hours and 7,300 flight cycles. The cracks were suspected to be caused by fatigue. After a more detailed examination in the laboratory, it has been determined that the initiation of the cracks was produced by fretting. * * * * * The above mentioned cracks, if not timely detected, could lead to reduced structural integrity of the aircraft. * * * * * This AD requires actions that are intended to address the unsafe condition.
99-15-04: This amendment adopts a new airworthiness directive (AD) that applies to all The New Piper Aircraft, Inc. (Piper) Models PA-46-310P and PA-46-350P airplanes. This AD requires calibrating the turbine inlet temperature system to assure the accuracy of the existing turbine inlet temperature indicator and wiring for all of the applicable airplanes, and repairing or replacing any turbine inlet temperature system that fails the calibration test. This AD also requires repetitively replacing the turbine inlet temperature probe on the Model PA-46-350P airplanes, and inserting a copy of this AD into the Pilot s Operating Handbook of certain airplanes. This AD is the result of field reports that indicate service accuracy problems with the existing turbine inlet temperature system. The actions specified by this AD are intended to prevent improper engine operation caused by improperly calibrated turbine inlet temperature indicators or defective turbine inlet temperature probes, whichcould result in engine damage/failure with consequent loss of control of the airplane.
2021-23-21: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by reports that shimming requirements were not met during the assembly of certain structural joints, which can result in reduced fatigue thresholds and cracking of the affected structural joints. This AD requires repetitive inspections for cracking of certain areas of the aft wheel well bulkhead (AWWB) body chord and AWWB side fitting and failsafe straps, and repair of any cracking found. The FAA is issuing this AD to address the unsafe condition on these products.
2007-04-21: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 Mark 0070 and 0100 airplanes. This AD requires a one- time inspection of the fuel lines located in the left and right main landing gear (MLG) bays to determine the clearance between the fuel and hydraulic lines. If necessary, this AD also requires an inspection of fuel lines for chafing, the replacement of a chafed fuel line with a new fuel line, and the repositioning of existing clamps and installation of additional clamps between the fuel and hydraulic lines. This AD results from a fuel leak found in the left MLG bay. We are issuing this AD to detect and correct inadequate clearance between fuel and hydraulic lines in the MLG bay, which could lead to chafing of a fuel line and fuel leakage. A fuel leak near hot brakes could result in a fire in the MLG bay.
2000-19-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that currently requires a one-time inspection of the movable backstop of the elevator pitch trim command system to ensure that it is installed correctly, and corrective action, if necessary. That AD also requires installation of a guide to maintain the movable backstop in its correct position. This amendment adds a requirement for an additional one- time inspection. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent a sudden change in pitch attitude caused by autopilot disconnect, which could result in reduced controllability of the airplane.
99-08-16: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Engine Time Limits section in the Engine Shop Manual (ESM) for CFM International (CFMI) CFM56-2, -2A, -2B, -3, -3B, and -3C series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment will also require an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts which indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, that if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2018-21-14: We are adopting a new airworthiness directive (AD) for certain Zodiac Aerotechnics (Zodiac) oxygen mask regulators. This AD was prompted by reports that certain silicon harness inflation hoses installed on certain flight crew quick donning mask harnesses have shown an unusually high premature rupture rate. This AD requires inspection and replacement of certain oxygen mask regulator harness inflation hoses. We are issuing this AD to address the unsafe condition on these products.
2000-17-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-17-52, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A109E helicopters by individual letters. This AD requires, before further flight, visually inspecting any main rotor rotating scissors assembly for correct installation and replacing any unairworthy part with an airworthy part. If the rotating scissors attachment bolt (attachment bolt) is not replaced with a new part at the initial inspection, this AD also requires removing the rotating scissors assembly to inspect the attachment bolt for a crack and replacing any cracked attachment bolt with a new attachment bolt before further flight. This amendment is prompted by two incidents of flight control malfunctions. The actions specified by this AD are intended to prevent failure of the rotating scissors assembly and subsequent loss of control of the helicopter.
2019-01-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes. This AD was prompted by a report of an uncommanded descent and turn that occurred after an inflight switch to the spare flight management function (FMF). This AD requires an inspection of the flight management system (FMS) to determine if certain operational program software (OPS) is installed and installation of new FMS OPS and a software check if necessary. For certain airplanes, this AD also requires concurrent actions. We are issuing this AD to address the unsafe condition on these products.
2019-03-01: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4074, PW4074D, PW4077, PW4077D, PW4084D, PW4090, and PW4090-3 turbofan engines. This AD was prompted by an in-flight failure of a 1st-stage low-pressure compressor (LPC) blade. This AD requires initial and repetitive thermal acoustic imaging (TAI) inspections for cracks in certain 1st-stage LPC blades and removal of those blades that fail inspection. We are issuing this AD to address the unsafe condition on these products.
2000-19-05: This amendment supersedes an existing airworthiness directive (AD); applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes; that currently requires a one-time inspection of the attachment nuts at each end attachment of the elevator tab push rods to measure run-on torque values, and corrective actions, if necessary. This amendment adds a requirement to replace all existing bolts and attachment nuts at the forward and aft end attachment of each elevator tab push rod with new bolts and self-locking castellated nuts with cotter pins. This amendment is prompted by reports of excessive high-frequency airframe vibration during flight, with consequent structural damage to the elevator tab, elevator, and stabilizer. The actions specified by this AD are intended to prevent detachment of an elevator tab push rod due to a detached nut at either end attachment of a push rod, which could result in excessive high-frequency airframe vibration during flight; consequent structural damage to the elevator tab, elevator, and horizontal stabilizer; and reduced controllability of the airplane.
2000-23-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 and all Model A300-600 and A310 series airplanes, that currently requires performing a pitch trim system test to detect any continuity defect in the autotrim function, and follow-on corrective actions, if necessary. This amendment requires repetitive inspections of the autotrim function to detect such defects, and corrective actions, if necessary. This amendment also expands the applicability to include additional airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent a sudden change in pitch due to an out-of-trim condition combined with an autopilot disconnect, which could result in reduced controllability of the airplane.
2007-04-23: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Fokker Model F.28 Mark 0070 and 0100 airplanes. That AD currently requires a one-time inspection of the sliding members in the main landing gear (MLG) for cracking and replacement of the sliding members with serviceable parts if necessary. This new AD adds repetitive magnetic particle inspections of the sliding members of the MLG for cracking and corrective actions as necessary. This AD results from inspection findings that have shown repetitive inspections are needed to establish fleet safety. We are issuing this AD to detect and correct fatigue cracking of the sliding member, which could result in possible separation of the MLG from the airplane and consequent reduced controllability of the airplane upon landing and possible injury to passengers.